Control device for gas turbine propulsion plants



CONTROL DEVICE FOR GAS TURBINE PROPULSION PLANTS Filed Jan. 27, 1948 P 14, 1954 s. DECHER ET AL 5 Sheets-Sheet l UFOZUC Sept. 14, 1954 s. DECHER ET AL 2,688,841

CONTROL DEVICE FOR GAS TURBINE PROPULSION PLANTS- Filed Jan. 27, 1948 5 Sheets-Sheet 2 Sept. 14, 1954 5 HE ET AL 2,688,841

CONTROL DEVICE FOR GAS TURBINE PROPULSION PLANTS Filed Jan. 27, 1948 5 Sheets-Sheet 3 Own/en by Tarb In 6 640 f/ Governor Fig.3

Sept 14, 1954 s. DECHER ET AL 2,688,841

CONTROL DEVICE FOR GAS TURBINE PROPULSION PLANTS 7 Filed Jan. 27, 1948 s Sheets-Sheet 4 Sept. 14, 1954 s. DECHER ET AL 2,688,841

CONTROL DEVICE FOR GAS TURBINE PROPULSION PLANTS Filed Jan. 2'7, 1948 5 Sheets-Sheet 5 Patented Sept. 14, 1954 (DONTROL DEVICE FOR GAS TURBINE PROPULSION PLANTS Siegfried, Decher: and Wolfgang Stein, Decize, France, as igncrs tniHer'mann s ri h, D c,

' France Application January 27, 1948, Serial No. 4,594

Claims priority, application France February 6, 1947 (C1. Gil-35,6)

' 9. Claims. 1

This invention relates to the regulation'of reaction motors, and more particularly of such motors adapted for jet propulsion or'screw propulsion and comprising a motor unit consisting of a compressor, a combustion chamber and a gas turbine.

In-the regulation of such --motors;, particularly those for the propulsion of aircraft, it-isnecessary to endeavor to maintain constant the load on the motor unit, the power output of this motor unit varying accordingto the atmospheric and flight conditions.

While it is relatively easy to obtain, "by-simple means, satisfactory regulation of the R. P. with a view to keeping'the'motor load-constant, it is on the contraryverydiflicult ;to-keep the temperature of the combustion-chamber 'constant.

For this purpose attempts have already been made to measure and regulate directly the temperature of the combustionchamber by meansof a temperature regulator. The following difficulties were encountered:

(1) The difliculty of measuring the temperature corresponding-to the amount of the heat used.

('2) Insufiicient fidelity of the thermostat.

(3) Inertia of the temperatureregulator.

For these reasons this temperature regulating installation is not sufiicientlyreliable.

The object of the present inventionis .to remedy this disadvantage.

In the method of regulation proposed by this invention, the temperatureiof the combustion chamber" is not directly ineasured but instead there are measured and, used forwregulatingwpurposes other quantities which, while-standingin definite relationship to this temperature, are capable of being measured; with greater ease, c r i y nd precision and: involve a-minimum of inertia.

The method, according :to zthisrinventionar regulating reaction motors vofythe, kind. hereinbeforcset forth and wherein the rotational speed of the motor is keptsubstantially-constant for any given load, irrespectively of'externalpicondi tions, consists in regulating thetemperaturegof the combustion chamber independencevupon. the variations of fuel consumption and :upon a pressurev difierence between two points of. the (2 mpressor.

' 2 This method is based on the recognitionof the fact. that the amount of fuel B delivered to the injection nozzleor nozzles and the pressure difference Ap. between two points of the compressor are related by the equation:

I (variable cross-section jets) or regulable propulsiOn .Screws (variable, pitch propellers) the regulation of the rotational speed of the motor to keep the same substantially constant may be effected by varying the fuel supply to the injection nozzle or nozzles in the combustion chamber, while regulation of the temperature of the combustion chamber may be effected by varying the propulsion mean (cone. or screw) in .de-

. pendence uponthe variationsof. the factors, B

and M9.

Owing to the interdependence of the factorsB and Ago in accordance with the foregoing Equation 1, there are actually two modes of carrying the invention into eiTect:

According to one mode, therotational speed of the motor is kept substantially constant by means of aspeed regulator controlling the fuel supply, while. the temperature of the combustion chamber is regulated by controlling the propulsion means in dependence upon the factors B and A10, as already stated.

According to another mode, .the rotational speed of the ,motor is kept substantially constant by means of a speed regulator controlling the propulsion means, While the fuel supply, is regulated in dependence upon. the factors B and A10.

The underlying considerations by which the foregoing Equation 1 is arrived at will now be explained, the symbols used in the explanation which follows having the meanings respectively assigned to them thereinand as under:

B=the quantity of fuel consumed persecond. Ap=a pressure difference between two points of the. compressor.

K1=a constant which is characteristic of each individual motor unit and which is determined by the reduction in power output consequent upon a given decrease in the external pressure.

K2=a constant which is made up of a combination of several constituent constants, such as the effective cross-section of the first stage of the turbine, the pressure prevailing in the combustion chamber, and the calorific value of the fuel used.

G1=the weight of the air admitted for combustion.

Tz=the absolute temperature at the delivery end of the compressor.

T3=the temperature of the combustion chamber, regarded as a hypothetical constant.

Pz=the pressure at the delivery end of the cornpressor.

p a combination of various constants.

'y=a combination of various constants.

The quantity of air G1 supplied for combustion may be calculated by reference to the pressure difference Ap in the compressor in accordance with the following formula:

Substituting this value for G1 in Equation 2 above, one obtains:

wherein K2 is a constant representing the combination of constants ,8 and 'y and of the temperature T3 regarded as a constant.

If the expression =oz=constant and if we put K2=K'2oc, then we obtain the Equation 1 hereinbefore set forth, namely:

The Equation 3 above establishes between T3, Ag) and B the relation which enables measurement of use of T3 for regulating purposes to be replaced by the easier ones of Ap and B.

Such pressure differences are encountered in the compressor, for example between the stages or groups of stages thereof, whilst the value of 'y as defined above by the Equation 4 remains nearly constant regardless of the temperature of the air entering the compressor.

In these particular cases, the partial differences of pressure between these stages or groups of stages satisfy the Equation 1 hereinbefore set forth.

If the direct measurement of a pressure difference Ap, either between the inlet and delivery ends or between given stages of the compressor, should present too much difficulty, part of the air may with advantage be branched off and the pressure difference measured at the branch conduit constriction.

This invention also comprises apparatus for carrying out the methods hereinbefore set forth or analogous methods, such apparatus being characterized by the provision of a fuel supply control device for regulating the fuel supply so as to maintain the motor speed constant, means for measuring the fuel supply (B), means for measuring the pressure difference (Ap) between two points of the compressor, and control means adapted to be operated by both said measuring means to regulate the propulsion means of the motor unit, e. g. by varying the propeller pitch or the opening (cross-section) of the jet propulsion cone.

In order to cause said fuel control device to regulate the fuel supply so as to maintain the motor speed constant, a speed regulator, such as the well-known ball-type centrifugal governor, may be used.

The said means for measuring the fuel supply may comprise a restriction arranged in the fuel supply conduit leading to the injection nozzle or nozzles.

The said means for measuring the pressure difference may comprise a system of bellows.

According to another embodiment of the invention applied to a motor unit comprising jet propulsion means, the regulating apparatus is characterized by the provision of a device for regulating the opening of the propulsion cone, a speed governor driven by the motor acting on said regulating device, and means for regulating the supply to the injection nozzles, said means being operated on the one hand in dependence upon the values of the fuel supply (B) and, on the other hand, of the pressure difference (Ap) in the compressor.

According to a further feature of this invention, the apparatus comprises a fuel distributing device which measures and regulates the amount of fuel passing to the injection nozzles and is moved by the speed regulator.

In accordance with yet another feature of the invention, the injection nozzles of the reaction motor have two fuel supply lines: one in which the fuel is brought up to the injection nozzles at a constant rate of fiow irrespectively of the number of revolutions of the motor, this supply constituting the basic supply and, the other, constituting a make up supply, wherein the fuel is brought up to the injection nozzles at a variable rate of flow depending on the number of revolutions of the motor, the basic supply corresponding for example to the smallest load and to flight at great altitude.

This invention also covers a particular form of the apparatus referred to especially for use with heavy fuels, which is characterized by an 7 -auxiliary fuel supply line for starting, through which an auxiliary starting fuel is passed by means, such as an electric pump, the speed of which is independent of that of the motor, this auxiliary line supplying the basic and make up lines for the injection nozzles up to the moment at which the pressure in the last two lines becomes sufficient for combustion to take place under good conditions.

Other feature of the invention and the various possible combinations thereof will be apparent from the" following description with reference to the accompanying drawings-which show reg ulating orcon'trol device according to this invention by way ofexampleonlymid for the purpose ofenabling the nature-of the invention, and the manner of carrying it into-effect to be more clearly understood.

Iri' the accompanying drawings:

' Fig. 1 is a diagrammatic representationof an apparatus for regulating the number of revolutions by variationofthe fuel admission, the temperature of the combustion chamber being maintainedconsta nt by variation of the cross-section of the propulsion cone.

- Fig. 2 is a diagrammatic representation of an apparatus for regulating the number of revolutions by variation of" the cross-section of the propulsion cone,- the temperature of the cembustion chamber being regulatedor kept constant by variation of the fueladmission.

'Fig." 3' regulating arrangement diagrammatically represents a modified form of regulating apparatus.

" Fig. 4 is a diagrammatic representation of an auxiliary fuel supply system.

"Fig. 5 is a perspective view of a fuel distributor.

Fig. 6 is a diagram showing the manner of operation of this distributor.

The motor unitshown in Fig. 1 comprises a compressor I, a combustion chamber 2, a turbine 3 (which are partly shown in dotted lines) and a propulsion cone 4. These elements placed one after the other are only shown in semi-section, the part which is not shown being symmetrical with the part shown.

The fuel is caused to flow by the pump 5 and is conducted through the pipe 6 to the injection nozzles 1. Keyed on the shaft Ii'II, which is common to the compressor I' and to the turbine 3, is a bevel gear I53 which drives a centrifugal governor 8.

The centrifugal governor 8. may be of any known construction.

The centrifugal governor is diagrammatically illustrated in the showing as comprising a pair of balls I5 0 'and two pairs of pivotally mounted links I5I; -I52-- betwe'en said balls and the opposite ends of a-shart I54 and an axially slidahle member 81, a bevel gear I02 meshing with bevel gear I53 being keyed on shaft I54 to'transmit drive thereto from shaft I0 I The slidable member 821 of the centrifugal governor B is subjected to the action of a spring 9 the force of which can be adjusted to set the governor so as to keep the speed constant at the desired R. P. M.

The slide 81 of the centrifugal governor 8 actuates, through a system of levers I I, a fuel supply control device ID, such as a needle valve arranged in a fuel conduit 81 termed a return conduit and arranged to by-pass the fuel pump 5.

The amount of fuel supplied by the pump 5 through the'conduit Iitothe nozzles T will thus be regulated differentially in dependence on the flow which returns by-the return conduit 61, that is to say in dependence on the-speed of the compressor I and of the turbine 3.

Arranged at the inlet anddelivery ends of the compressor I are tWopre-ssure branching-off devices, e. g. air intakes I2, I3. The-intake I2 at N the inlet end comn'iunicates with the casing I 41 of a pressure differential device I l,- while the intake I3 communicates with the interior of the deformable element 'I 42 disposed inside the casing 14:.

'Theelement I 42 is-"deformed independence on the pressure difference Ap -between the-inlet and delivery endsof the compressor I and these deformations are transmitted bythe stem 24' and a balance rod 22 to a remete-control-device 23 operating the device 24 which varies the crosssection of the propulsion cone 4. The remote control device may be any fluid servo-motor of approved type from which starts apressure fluid line 25 for pneumatically or hydraulically controlling the cone" moving device 24.

The balance rod 22 has a variable fulcrum or supportconstituted by a cam 20 the rotation of which is produced through the medium of a pinion 201 and a rack I9 by. a piston I8 capable of being displaced in a cylinder I03 against the action of spring I 04.

The ends of the cylinder I03 communicate with the fuel supply conduit 6 by means of two conduits i5; I'I. Between the pointsof connection of these conduits I6 and I1 with the conduit 6', the latter is provided with a restriction I5. The diiference ofpressure across this restriction I5 is a function of the rate of flow B of fuel in the conduit 6 and the two pressures are transmitted through the conduits I6, IT 'to opposite sides of the piston It which is thus displaced in dependence on the fuel flow B.

The support for the balancing rod 22 constitut'ed by the caml20 operated b the piston I8 therefore also varies in dependence on B.

'The form of the cam 20 must be such that the pressure. difference across the restriction I5, being a function of the fuel flow B,'may have the same effect upon the regulation of the jet cone 4 as a pressure difference Ap at the -cornpressor has when related to B by Equation 1.

Ihe manner of operation of this arrangement is as follows:

Byvarying the tension of the spring 9 the speed of-the shaft IUI' is first set to a predetermined value. If this shaft Iill exceeds the speed for which the centrifugal governor 8 has been set, the latter operates through'the medium-of the'levers II, the fuel regulating device I0 in the return conduit 61 to alter the amount of fuel supplied. to the-injection nozzles 'l'through the conduit 6.

For instance, if the speed of the shaft IBI drops below the predetermined speed, the slide81 of the governor 8 will fall, causing the fuel regulating device I o to move in the closing direction. The amount of fuel returning through the conduit 61 in the direction of-the arrow f1 will decrease and, the amount of fuel flowing in the conduit 6 in the direction ofthe arrows f2, will increase. The nozzles I will be more abundantly fed with fuel which will-increase the speed of the turbine 3 and consequently that of the compressor I.

The difference A1) between the pressure at the inlet end and that at the delivery end of the compressor is'shown by a more or lessconsiderable deformation ofthe bellows I42 which is transmitted to the balance rod 22 by the stem 2I.

On theother hand the pressure difference between the conduits I6 and IT is a function of the rate of flow-of the fuel through the restriction I5 and is shown in turn by a position of equilibrium of the piston I 8 in the cylinder I03. Any variation of this rate of flow B'will be made evident by a displacement-of-the piston --I8 which through the rack I 9 and the pinion 201 Will cause the cam 20 to rotate and will produce a displacement of the point of support of the balancing rod 22. The values of the rate of flow B and of the pressure difference Ap must always be related by the Equation 1:

which presupposes constant temperature of the combustion chamber.

If this temperature varies the terms B and M2 are no longer related by the Equation 1 and the displacements communicated to the balance rod 22 by the lever 2| and the cam 20 will have the effect of influencing the control device 23 which, through the medium of the regulating device 24, will modify the position of the propulsion cone 4. This alteration of the position of the cone 4 will result in a variation of the temperature of the combustion chamber restoring it to the desired value.

For example, if the temperature of the combustion chamber exceeds the permitted value, the displacement of the balance rod 22 will produce a greater opening (1. e. enlargement of the crosssection) of the propulsion cone 4 which in turn will reduce the temperature of the combustion chamber to the desired value.

If, on the contrary, the temperature of the combustion chamber is too low, a reduction of the opening of the cone 4 will cause the desired temperature in the combustion chamber to be re-established.

The diagram of Fig. 2 shows another embodiment of the regulating apparatus.

In this case the centrifugal governor 8 does not as in the preceding case operate the device ID for regulating the fuel supply but, through a lever 26 and a rod 21, acts on the mechanism 24 for regulating the opening of the propulsion cone 4.

Also, the remote control device 23 operated by the balance rod 22 does not control the mechanism for regulating the opening of the propulsion cone 4, but acts on the fuel supply regulating device ID in the return conduit 61.

This regulating apparatus operates as follows:

If the speed of the shaft ll]! of the turbine 3 and of the compressor I becomes too high, the governor 8 varies the opening of the propulsion cone 4 in the sense of reducing its cross-section, thereby reducing the speed of the turbine 3.

If the temperature of the combustion chamber deviates from the predetermined constant value the Equation B=K1+K2Ap is no longer true and the balance rod 22 is displaced and operates the control device 23 which varies the fuel flow B through the medium of the fuel regulating device lfl until the temperature of the combustion chamber again assumes the predetermined value.

Fig. 3 illustrates diagrammatically another mode of carrying this invention into effect.

In this embodiment the motor unit still comprises the essential elements of compressor l, combustion chamber 2, turbine 3 and propulsion cone 4.

The injection nozzles 52 in the combustion chamber 2 have in this case a double supply viz:

(a) A constant supply of fuel through a conduit H termed basic supply, which is invariable irrespective of the operating conditions at any time and independently of the speed of the shaft Hll. This amount of fuel corresponds for example to the fuel consumption of the motor unit 8 when the partial load is minimum and in the case of flight at high altitude.

This "basic supply is forced through the conduit H by means of a pump aggregate comprising a low pressure centrifugal pump 29, a filter and a high-pressure gear pump 3|. Arranged across the supply conduit H is a fuel supply regulating device constituted by a piston 10 movable in a cylinder I06 and subjected to the action of a spring I01.

The two opposed faces of the piston 10 are subjected through the conduits 68, 69 to the pressures prevailing in the conduit H on either side of a restriction 61.

Also arranged in the conduit H is a rotary regulating valve 66 operated by a lever 16.

(b) A variable fuel supply through the conduits 61, 62, 63, 64, B5. The conduit 61 is branched off the conduit ll between the pump aggregate 29, 30, 3| and the valve 66 and terminates in a rotary distributor valve 34 actuated by a lever 15. This distributor valve 34 may occupy three positions: I

1) A position in which it shuts off the conduit 61.

(2) A position of idle running (the position shown in the drawing) wherein the fuel proceeding from the pumps is conducted into a bypass 35 provided with a needle valve 36 for regulating the flow past which the fuel flows into the conduit 62.

(3) An open position in which the distributor.

valve 34 establishes direct communication between the conduit 61 and the conduit 62 for variable flow.

According to the desired supply of fuel, 1. e. the desired output of the motor, the distributor valve 34 may occupy any intermediate position between those mentioned at (2) and (3).

The conduit 62 is separated from the fuel supply conduit 63 by a restriction 31 of a pressure and flow stabilizer. The pressures on either side of this restriction are transmitted by conduits 39, 40 to the two opposed faces of a piston 38 moving in a cylinder I08 against the action of a spring I03. This piston 38 itself serves as a regulable valve for a pipeline 4| connecting the conduit 62 with a general return conduit 42 terminating in the fuel tank.

According to the rate of flow of fuel past the restriction 31 a varying amount of fuel flows into the general return conduit 42 thereby varying by differential action the supply of fuel into the conduit 63 in the desired manner.

The amount of fuel passing into the supply conduit 63 and thence into a distributor is thus stabilized by this arrangement. This amount corresponds to the greatest fuel consumption of the motor unit when the R. P. M. and the pressure are maximum, which occurs in high-speed flying, flight at low altitude, or in very cold Weather.

However, it may happen that the fuel supply by the pump 3| does not attain the necessary maximum amount. In that case the piston 38 closes the conduit 4|.

The distributor 45 comprises a flow distributing member constituted by a piston 44 moving in a cylinder 43 at the center of which terminates the fuel supply conduit 63. The piston 44 has a piston rod 41 passing through both ends of the cylinder and having one end acted upon by an external spring 46.

The piston 44 distributes the fuel, which is admitted to the cylinder 43 through the conduit 9. 6s, betweentwo outgoing conduits each connected. at one end of this cylinder.

The first of these is a conduit t communicating with the general return conduit 42 through the medium of a compensating valve.

This compensating valve, in the example of Fig. 3, is constituted by a cylinder Hi} the ends of which communicate through the conduits ii), 5i! with the ends of the cylinder 43 and which con tains a piston it to form a regulable valve for the return conduit t2.

Cylinder 13 has a fuel inlet longitudinal slot 88 (see also Fig. 5 to be described later on) through which the incoming fuel is admitted to the spaces in cylinder 43 on either side of piston 44 as two separate flows, one of which will be delivered from the left-hand space toconduit 54 and the other one from the right-hand'space to return pipe d2 via compensating cylinder l Iii, the last-named flow being crzntrolled by compensat ing valve 48.

The other outgoing conduit from the cylinder 43 is the conduit $4, conveying the fuel to the conduit 55 and thence to the injection nozzle '52 through the medium of a valve 5i loaded by a spring III, the purpose of this valve being to maintain a pressure in the distributor #5 high enough to provide for the return of fuel to the conduit 42 at any time. Valve 5i is movable in acylinder I 55 supplied with fuel'frompipe 64; and delivering fuel to pipe 55 through'anoutlet port I54 controlled by said valve.

The governor ii driven by a shaft l2 connected to the shaft IIJI (through a connection which is not shown for the sake of simplicity) acts through the medium of levers 53, 55, 56 upon the rod fill of the distributor piston M and thus regulates the position of the latter in such manner that the amount of fuel conducted to the injection nozzle 52 through the conduits 64, 65 is varied so as to tend to re-establish the desired speed.

The system of levers Ed, 55, 56 constitutes a variable reduction gearing such that, when the fuel consumption is low, it produces smaller variations in the fuel supply than when the consumption is large, in which case greater variations are effected per unit of travel of the rod 5 1.

For that purpose, the short lever arm 56 has a roller 56' rotatably borne thereon,'which is adapted freely to roll on a face of the casing of governor 8 as shown.

The rod d1 of the distributor piston 46 is in engagement with a balance rod 5'! articulated at 60 to a slide block H2 and having its other end acted upon by the pressure differential mechanism which will be described hereinafter.

A dial indicator 53 in contact with the balance rod 5'! and arranged in line with the rod 4'! indicates at any instant the supply of fuel to the injection nozzles 52.

The pressure diiferential mechanism I4 comprises, as the mechanism of Figs. 1 and 2, a casing Hi1 communicating with the air intake It the difference of pressure Ap are transmitted-to I 10 a push rod 18 to move a piston in the control device 23 which operates the mechanism 2 3 for regulating the opening of the propulsion cone In the example of Fig.3, the control device it acts by means of oil under pressure upon a piston 24 capable of displacement in a cylinder H3 connected to the control device -23 through conduits 25.

The piston 24 is fast with a piston rod i i d operatively connected with the propulsion cone i. The oil is supplied to the device 23 by a conduit 73 and returned therefrom by a conduit M.

The displacements of the propulsion cone i are transmitted by a lever 63 pivotally supported at I I5 and a cable 64 connected to the outer end of lever 63 and to the slide block I I2 to which the balancing rod 5.? ispivoted and which is under the action of a spring 65K The cable 64 passes over a pulley H6 carried by a lever 62.

Finally a control lever 32, through the medium of a link 33 actuates:

(1) The regulating mechanism of the valve 66 by means of an operating lever I6,

(2) The-distributing valve 34 by means of an operating lever I5,

(3) An abutment member BI for the lever 62 which carries the movable pulley H5,

(4) The means (which are not shown but are the same in principle as those diagrammatically illustrated as a spring 9 in Fig. l) for setting the governor 8 soasto cause it to maintain the R. P. M. corresponding to the desired speed.

In the position shown infull lines in Fig. 3, the control lever 32 is set for idle running. Itstwo extreme positions stop and full speed are indicated by the broken lines.

The regulatingapparatus shown in Fig. 3 works as follows:

If the speed of the shaft I-ilI common to the compressor I and to the turbine 3 deviates from the predetermined speed, the governor 8, through the medium of levers 54, 5556, causes the distributor 45 to alter the amount of fuel passed into the return conduit .42 by the conduit 49, thus differentially varyingthe amount of fuel supplied to the injection nozzles 52' and thereby varying the speed of the turbine 3 so as tome-establish the predetermined speed.

The rate of flow B of thefuel supplied to the injection nozzles 52 is determined and indicated by the position of the distributor piston it, that is, by the position of the end 59 of the balance rod 5? and also by the end 58.

.On the other hand, the pressure difference Ap between the inletand delivery ends of the compressor is indicated by the actual length of the combined members 2I, I42 and 78.

If the quantities B and A10 do not satisfy the Equation 1 the cable 64, a displacement of the slide block II2, thus moving the pivot 66 orgthebala'nce 11 51, which will damp oscillations of the regulating device.

Operation of the lever or acceleration control 32 causes, through the link 33, the governor 8 to be set to the desired speed.

At the same time the lever 32 acts through the levers I and 16 upon the valves 34 and 65 respectively.

Operation of the valve 66 shuts off or gives a fixed value to the basic fuel supply reaching the nozzles 52 through the conduit H.

Operation of the valve 34 on the other hand, varies the make-up fuel supply reaching the nozzles 52 through the distributor 45.

It should be understood that valves 34 and 66 are so arranged as to have no longer any influence on the rate of flow after they have been moved past the idle run position towards full speed position.

If the acceleration control lever 32 is operated beyond the full speed position, the abutment member 6| of the link 33 will displace the layer 62 and the pulley I [5 which it carries, the resulting pull upon the cable 64 producing displacement of the slide block H2, to move the pivot point 50 of the balance rod 51. In this Way the ratio of the arms of the balance rod is altered consistently with the large temperature increase consequent upon the excessive charge corresponding to this position of the acceleration control.

The device including the pistons and 38 are pressure stabilizers, the manner of operation of which has already been explained.

Fig. 4 shows another embodiment of this invention designed especially for the case of operation of the motor unit with heavy fuel, with which starting is almost impossible.

In this case the combustion chamber 2 is furnished with a nozzle 52 having a double fuel supply analogous to the arrangement of Fig. 3, and with an additional nozzle 19 having only a single supply and arranged beside the nozzle 52.

The fuel is placed under pressure by a pump 8| driven by an electric motor 80 adapted to work independently of the motor unit.

The delivery conduit of this pump 8! is divided into three secondary conduits constituting the auxiliary line, namely (1) The conduit 82 supplying the nozzle 19 through the medium of a check valve 85,

(2) The conduit 83 which is connected through a check valve 86, with the conduit H of Fig. 3 (open into conduit H at a point between restriction 57 and nozzle 52) (3) The conduit 84 which is connected through a check valve 81 with the conduit 65 of Fig. 3 (to open into conduit 65 at a point between valve 5! and nozzle 52).

The valves 86 and 81 remain open as long as the pressure in the conduits H and 55 is low, that is, as long as the motor unit does not rotate at sufiicient speed, and they close as soon as the pressure in the conduits II and 65 reaches a value sufficient to ensure adequate combustion of heavy fuel.

Fig. 5 is a perspective view of the fuel distributor diagrammatically illustrated in Fig. 3.

The cylinder 45 in which the distributor piston 44 is displaced is provided with a longitudinal slot 88 which places the interior of the cylinder in communication with the fuel supply conduit 63. According to the position of the piston 44 in the cylinder 45 this slot will be divided into two parts of variable length, the total cross-sectional area remaining constant.

The fuel arriving through the conduit 63 in the direction of the arrow is will thus be divided into two portions flowing out at the two ends of the cylinder 45 through the conduits 45 and 64..

If C is the amount of fuel admitted through the conduit 63, C1 the amount passing through the conduit 64 to the injection nozzles 52 and C2 is the amount of fuel returned through the conduit 49 to the general return pipe line 42, the following relation will always apply:

C =C1 +C'2 and the ratio will vary linearly. The linear variation curve is shown in Fig. 6 as a function of the lengths of piston travel X1 and X2 along the longitudinal edges of the slot 88.

In the apparatus hereinbefore described, the restrictions l5 (Fig. l), 31 or 61 (Fig. 3), will be selected in such manner as to bring about a pressure drop great enough for the viscosity of the fuel (varying with its nature and temperature) to exert no substantial influence upon the measurement. For that purpose it is desirable to employ a diaphragm which has a sharp edge and is adapted to provide a reduction of cross-section less than 0.25.

If injection nozzles with double supply such as 52, Fig. 3 are employed, then the make-up supply conduit 65 will be provided with a constriction to reduce its cross-sectional area so that the fuel in line 64 will always be under sufficient pressure; in Fig. 3, the constriction is provided by valve 5| urged by spring II I, in cooperation with the fuel outlet I54 from cylinder I55.

In order that the amount of fuel constituting the make-up supply may be susceptible to regulation down to the smallest values, it is advantageous for the pressure of the fuel in the return conduit 42 to be kept as low as possible.

The regulating apparatus hereinbefore described have many technical advantages, and in particular the following:

(1) They enable the temperature in the combustion chamber to be regulated without necessitating direct measurement of the temperature and its use for regulating purposes, the latter being replaced by measurement of a fuel flow B and a pressure difference Ap and utilization thereof for regulating purposes, such measurements of B and Ap being easier to effect and giving more precise results than the measurement of a temperature, and their use for regulation of the temperature to be rapidly controlled with a minimum of inertia.

(2) The double supply to the injection nozzle, a basic supply which is substantially unaffected by the running conditions, and a makeup supply variable with the latter, makes it possible to make certain that this basic supply is always provided under a pressure which is constant, and sufiicient to ensure good atomization of the fuel at the injection nozzle.

(3) The combination of a low pressure centrifugal pump with a filter and a high pressure gear type pump, a combination which constitutes a constructional unit enabling inadequate filling of the teeth of the gear pump, such as may occur at high altitudes, to be avoided, the fuel being in effect injected between these teeth by the centrifugal pump positioned in front of the gear pump.

'I'he'position of the filter 30, ion the other hand, enables freezing-up. in the gearpump ,itobe avoided.

(4) The regulating apparatus rof Fig. 4 2911310183 fuels to be used which arelnot lhighly volatile: J

Whatwe claimis:

1. In a power plant .of the :type described, comprising a gas turbine :having a wrotor, a combustion chamber having .a burner for producing gas, arranged to supply said gas turbine with said gas as a motive gas, and means for maintaining a predetermined speed of rotation for said gas turbine rotor, the combinationof a source of pressure fuel; means including a valve and flow stabilizing device for conveying a substantially constant, basic flow of pressure fuel from said source to said burner; means including a valve and flow adjusting device for conveying a variable, supplemental amount of pressure fuel from said source to said burner; hand-controlled means for coupling said valves together, adapted to maintain both valves in open position from idle running operation to full throttle running operation; and means responsive to the speed of rotation of said gas turbine rotor for controlling said flow adjusting device.

2. The combination of claim 1, wherein the means for conveying a variable, supplemental amount of pressure fuel comprise a fuel line having a restriction therein, from said source of pressure fuel to said flow adjusting device, said hand-controlled valve included in said means being inserted in said line between said source of pressure fuel and said restriction; and means responsive to the fuel pressure differential across said restriction, for discharging fuel from a point in said line between said hand-controlled valve and said restriction, so as to maintain a substantially uniform flow of pressure fuel in said line past said restriction.

3. In a power plant of the type described comprising a gas turbine having a rotor, a combustion chamber having a burner for producing gas, arranged for supplying said turbine with said gas as a motive gas, and means for maintaining a predetermined speed of rotation for said gas turbine rotor, the combination of a source of pressure fuel; means including a flow stabilizing device for conveying a substantially constant basic flow of pressure fuel from said source to ,said burner; a fuel distributing device comprising a cylinder having a longitudinal slot of constant width through its wall, a fuel distributing member supported for axial movement in said cylinder and of less axial extent than said slot so as to divide the inner space of said cylinder into two separate chambers of variable volumes; a fuel inlet line from said source to said cylinder arranged to open into said slot; a fuel outlet line from an end of said cylinder to said burner for conveying fuel from one of said chambers to said burner; a fuel discharge line from the other end of said cylinder for discharge of fuel from the other chamber; and means for controlling the position of said fuel distributing member in response to variations of the speed of rotation of said rotor.

4. The combination of claim 3, which further comprises means in said fuel discharge line for controlling the flow of fuel therethrough solely in response to the pressure differential between said chambers.

5. The combination of claim 1, said means for conveying a basic flow of fuel from said source to said burner comprising a fuel line having a re- 14 strictionwtherein,wfrom said source to said burner a spring loadedcthrottle valve in said linerbetween said source and said restrictionfor controlling the fuel flow; and means for subjecting said throttle valve to the fuelhpressure differential across said restriction.

6. The combination of claim 1, said means for conveying a substantially constant, basic flow of fuel from said source to'said burner "comprisinga fuel line-fromsaid source-to saidburner; a fiat diaphragm across "said-fuel line; having a flow restricting aperturewhich has'a sharp edge; and means-sensitive to the "fuel pressure differential"acrosssaid-diaphragmaperture, for stabilizing the fuel flow through said line.

7. In a movable power plant of the type described comprising a gas turbine having a rotor, a combustion chamber having a burner for producing gas, arranged for supplying said turbine with said gas as a motive gas, an air compressor coupled with said turbine rotor to be driven thereby and arranged to supply combustion supporting, compressed air to said combustion chamber, means including a governor driven from said turbine rotor for maintaining a predetermined speed of rotation for said rotor, and adjustable means operated from said gas for propelling said movable plant, the combination of a source of pressure fuel; means including a flow stabilizing device for conveying a substantially constant, basic flow of pressure fuel from said source to said burner; a separate fuel conveying line from said source to said burner; means comprising a movable valve in said line, between said source and said burner for discharging a variable amount of fuel from said line; means for controlling said valve from said governor; and means movable in response to pressure differential between two fixed points spaced apart in said compressor, along the path of air therethrough and in response to movement of said movable valve, for adjusting said plant propelling means.

8. In a movable power plant of the type described comprising a gas turbine having a rotor, a combustion chamber having a burner for producing gas, arranged for supplying said turbine with said gas as a motive gas, an air compressor coupled with said turbine rotor to be driven thereby and arranged to supply combustion supporting, compressed air to said combustion chamber, means including a governor driven from said turbine rotor for maintaining a predetermined speed of rotation for said rotor, and adjustable means operated from said gas for propelling said movable plant, the combination of a source of pressure fuel; means'including a flow stabilizing device for conveying a substantially constant, basic flow of pressure fuel from said source to said burner; a separate fuel conveying line from said source to said burner; means comprising a movable valve in said line, between said source and said burner for discharging a variable amount of fuel from said line; means for controlling said valve from said governor; means for adjusting said plant propelling means including a rocking lever of variable leverage; means for rocking said lever from said valve; and means responsive to pressure differential across two fixed points spaced apart in said compressor along the path of air therethrough for altering the leverage of said rocking lever.

9. The combination of claim 3, which further comprises means in that portion of said separate fuel line, between said movable valve and said burner, for maintaining a substantially constant, fuel pressure drop in said line portion.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date Pigott Sept. 29, 1936 Lysholm Apr. 28, 1942 Silvester Nov. 12, 1946 Poole Dec. 3, 1946 Stokes June 24, 1947 Atkinson May 25, 1948 Number Number Name Date Orr Aug. 3, 1948 Orr Dec. 28, 1948 Pugh Mar. 14, 1950 Neal May 9, 1950 Lombard July 4, 1950 Schmitt Sept. 5, 1950 Chamberlin et al. Jan. 2, 1951 Orr Mar. 20, 1951 FOREIGN PATENTS Country Date Great Britain May 7, 1947 

